One of the biggest issues for any "heads-up" racing organization is trying to keep the competition even. This is always easier said than done, particularly in the power adder classes.

In the NHRA Pro Stock class, for instance, all of the engines have 500 cubic inches, similar fabricated intake manifolds, dual Dominators (most purchased from the same supplier), the same 5-speed transmissions, etc. They all weigh exactly the same and other than the fact that they are mostly made up of Firebirds, Camaros, and a few Dodges, they all look the same. So close are the parts between one make and another, the "controversy of the moment" in Pro Stock racing is that the Dodge "Pro Stock" cylinder blocks all have GM part numbers on them (and Dodge heads redrilled for the big block Chevy bolt pattern.)

Keeping competition even in Pro Stock is easy compared to the FFW classes. The reason for this is that our power adder classes permit a variety of different combinations, such as various supercharger systems, nitrous equipment, transmissions, displacements, etc. This makes for fun racing however it is tough to insure equal "competitiveness" between various combinations. I don’t think that anyone wants a heads-up class in which only one combination "works" and all of the other combinations are several tenths slower.

So far, here are some of the things we have learned regarding the different power adder combinations in different classes.

In Pro 5.0, the nitrous cars are running between 398 and 420 cubic inches. The supercharger or turbo engines average about 350 cubic inches. Both combinations appear to be running about the same power (or at least, power potential). Transmissions in the Pro 5.0 class, however are another story. The clutchless 5-speeds seem to have about a 1 or 2 tenth advantage over the Powerglide equipped cars, or at least a potential advantage.

Most racing organizations use a formula of "100 lbs. equal 1 tenth". Therefore, FFW recently lowered the minimum weight 100 lbs. for automatic equipped Pro 5.0 cars. This should allow the Powerglide cars to be more competitive against the 5-speeds, and if it doesn’t, we may also increase the minimum weight of the 5-speed cars 100 lbs. These weight adjustments are not to be considered punitive against the stick shift cars. Instead, the weight adjustments should be looked at as a necessary ingredient to keeping competition even.

In the Street Outlaw class, we have a different set of problems. Because of the class rules regarding displacement limitations, the supercharged or turbocharged engines appear to have a distinct horsepower advantage over the nitrous cars. We have seen several blower combinations running in the mid 8’s. On the other hand, we have not seen any nitrous combinations in Street Outlaw running below the low 9’s. Given this competitive discrepancy (3 tenths) FFW has elected to create a 300 lbs. margin with the minimum weights for the nitrous cars. And given the already high minimum weight of 3200 lbs. for the supercharged cars and the potential safety factor of running mid 8’s on the small 10.5" tires, we elected to lower the minimum weight for the nitrous cars. This is one of those areas where you can’t please everybody. If you are running nitrous and for whatever reason can’t get your minimum weight down to 2900 lbs., obviously you won’t be able to take full advantage of the new weight minimums. Ultra light weight parts (tubular K-members, A-arms, lightweight brakes, etc.) plus an early Mustang notchback may be needed.

The Street Renegade class has brought a whole new bag of problems regarding "competitiveness". As everyone knows, Street Renegade is a "restricted" class, permitting aftermarket components on an "approved" list. Since a variety of different power adders are allowed, there is always the potential that one particular power adder (nitrous vs. supercharger) may have an advantage over another power adder, everything else being equal. To further complicate the picture, one supercharger brand or model may have an advantage over another supercharger, everything else being equal. This "everything else being equal" stuff can be tricky also. To the extent possible, FFW has (and will continue) to "handicap" components that appear to have a competitive advantage. The Paxton Novi Sleeve was an attempt at that, based on past racing knowledge of the Novi’s potential.

When it comes to the ATI ProCharger superchargers, this past racing knowledge didn’t exist since we had not seen many in serious competition. Clearly, the ProCharger equipped racer currently running in Street Renegade is making plenty of horsepower, however this is where the "everything else being equal" part comes into play. This particular competitor has a professionally built engine using the best parts, and has had plenty of Street Renegade experience. Since there are no other ProCharger superchargers running in this class at the moment, it is tough to determine if his competitive advantage is the "supercharger" or the "everything else" factor. No one wants to indiscriminately handicap a racer just because he may have done a better job with his combination. On the other hand, no one want a class dominated by one particular combination. Damned if you do and damned if you don’t.

When possible, adding or subtracting weight is probably the best bet. Cost is negligible and the engine combination does not need to be altered. Each FFW class has a clause in the rulebook describing a Competition Factor. It goes like this. "A Competition Factor, which may require the adjustment of weight or other restrictions to a particular competition combination, may be used at any time, in the interest of safety as well as keeping competition even".

Trying to keep competition even is still a primary goal for FFW events.